Automatic safey gear and signal system.



- 'Patented Dec. I0, I90l, W. W. MUHCH.

AUTGMATIC SAFETY GEAR AND SIGNAL SYSTEM.

(Application led Mam. 9, 1901.)

Il Sheets-Sheet I.

(No Model.)

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\ Tens co.. vuoroumo., wAsummm u L Patented Dec. l, |901.

W. W. MURCH. AIJTMATIG SAFETY GEAR AND SIGNAL SYSTEM.

(Application filed Mar. 9, 1901.)

Il Sheets-Sheet 2.

(No Model.)

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No. 688,745. Patented me. m, leal. w. w. mucH.

AUTOMATIC SFETY'GEAR AND SIGNAL SYSTEM.

(Application led Mar. 9, 1901.)

(No. Model.)

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No. 688,745. Patented Dec. I0, I90L w. w. muscu. AUTOMATIC SAFETY GEAR AND SIGNAL SYSTEM.

(Applictonled Mar. 9., 1901.) v

Il Sheets-Sheet 4.

(No Model.)

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/N VEN TOI? A fr0/iwf ris No. 688,745. Patentednee. lo, muli.v w. w. MuncH. I

AUTDMATIC SAFETY GEAR AND SIGNAL SYSTEM.

(Application led Har. 9, 1901.)

(No Model.)

Il Sheets-Sheet 5.

WTNESSES: /N VE NTO/5 A 77'0HNEYS rm: uonms Petrus cu, mum-umm WASHINGTON, u4 c.

Patented Dec. l0, I9Ul.

w. w. Mucn. AUTOMATIC SAFETY GEAR AND SIGNAL SYSTEM.

(Alplieacion med Mar. 9, 1901.)`

Il Sheets-Sheet 6.

(No Model.)

/N VE N 70H lz'am marcia @4 TTOHNEYS ill W/ TNE SSE S Patented Dec. l0, |90I. W. W. MURCH. AUTOMATIC SAFETY GEAR ANDSIGNAL SYSTEM.

(Application led Mar. 9, 1901.)

H Sheets-Sheet 7.

(No Model.)

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No. 688,745. Patented Dec. I0, |901.

W. W. IJIUB'CH.4 AUTOMATIC SAFETY GEAR AND SIGNAL SYSTEM.

(Application filed Mar. 9, 1901.)

Il Sheets-Sheet 8.

(No Model.)

N VE N TOI? E M H A ma Nonms Pneus cu., FHoToYLITNa.. wAsHwGToN, n. c.

' No. 688,745. Patented Decjl, |90l.

W. W. MURCH.

AUTOMATIC SAFETY-GEAR AND SIGNAL SYSTEM.

(Application led Mar. 9, 1901.)

(im Model.) I Sheets-Sheet 9.

W/TNESSE-S VEA/70,9

v Patented Dec, I0', 190|. w. w. muscu. AUTOMATIC SAFETY GEAR AND SIGNAL SYSTEM.

(Application filed Mar. 9, 1901.) (No Model.)

A TTOHNE mmm PETERS cu. FHoTmLn'no, wAswNswN.

No. 688,745. Patented Dec. l0, |90I.

W. W. MURCH.

AUTOMATIC SAFETY GEAR AND SIGNAL SYSTEM.

(Application med Mar. 9, 1901.)

' Il Sheets-Sheet Il.

(No Model.)

AA TTOHNEYS W. Wu

. UNITED STATES PATENT Tirion.

WILLIAM VARNER MURCH, OF BROOKLYN, NEW YORK, ASSIGNOR OF ONF-HALF TO JOHNR. PARKER, OF BROOKLYN, NEW YORK.

AUTOMATIC SAFETY GEAR AND SIGNAL SYSTEM.

SIQECIFCATION forming part of Letters Patent No. 688,745, dated. December 10, 1901. Application filed March 9, 1901. Serial No. 50,460. (No model.)

` tomatically setting the signals for the different blocks or sections by the passing trains and for preventing collisions by automatic' ally shutting oiithe steam and applying the brake to bring the train to a standstill without any action on the part of the engineer in case the latter has disregarded a danger-signal and is about to pass upon a section ofthe road occupied by another train.

The invention consists of novel features and parts and combinations of the same, as

Will be fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure l, Fig. 1a isa reduced sectional side elevation of the improvement. Fig. 2, Fig. 2fL is a like view of the same with parts in a different position. Fig. 2b is adiagrammatic plan view of the improvement as applied to three blocks of the block system. Fig. 3 is a plan view of the track device with parts broken out. Fig. 4 is a sectional side eleva-` tion of the same on the line 4 4 in Fig. 3. Fig. 5 is a like view of the same with parts iu a different position. Fig. 6 is a sectional plan View of the same on the line 6 6 in Fig. 4. Fig. 7 is a transverse section of the same on the line 7 'Zin Fig. 4. Fig. 8 is alike View of the same on the line 8 8 in Fig. 4. Fig. 9 is an enlarged transverse section of the same on the line 9 9 in Fig. 4. Fig. 10is a longitudinal sectional side elevation of the same on the line l 10 in Fig. 3. Fig. 11 is a like View ol' the same on the line 1l 1l in Fig. 3.

Fig. 12 is a cross-section ot' the same on the line l2 12 in Fig. 3. Fig. 13 is an enlarged plan View, with part in section, oft-lie locking device for the cross-head employed for resetting the gear. Fig. 14 is a sectional side elevation of the same on 'the line 14 14 in Fig. 13. Fig. l is a similar View of the same on the line 15 15 in Fig. 13. Fig. 16 is a longitudinal sectional side elevation of the controller for automatically actuating the mechanism employed for closing the throttle on the locomotive and for operating the brake mechanism to apply the brakes, parts being in an inactive position. Fig. l'is alike vievvr of the same with parts in au active position. Fig 1S is a plan view of the same. Fig.v19 is a cross-section ofthe same on the line 19 19 in Fig. 16. Fig. 20isasimilar view ofthe same on theline 2020 in Fig. lli. Fig. 21 isaside elevation. of a locomotive with the mechanism for automatically operating the throttle-lever and the air-brake mechanism. Fig. 22 is a front end elevation of the same. Fig. 23 is a sectional side elevation of part of the same with parts in a locked dormant position. Fig. 24 is a similar view of the same with parts in a released position. Fig. 25 is a transverse section of the same on the line 25 25 in Fig. 23. Fig. 26 is a similar View of the same on the line 26 2G in Fig. 23. Fig. 27 is an enlarged side elevation of the locking-wheel, part being in section. Fig. 28 is a front end elevation of the saine. Fig. 29 is an enlarged sectional plan view of the cab end of the 1ocomotive, showing the connection with the throttlelever and the connection with the engineers valve-handle. Fig. 30 is a rear end elevation of the same. Fig. 3l is an enlarged perspective view of part of the mechanism for operating the engineers valve-handle. Fig. 32 is an enlarged sectional side elevation, with part broken out, of the connection with the throttle-lever; and Fig. 33 is an enlarged sectional side eleva-tion ot' part of the mechanisms for operating the throttle-valve lever and the engineers valve-handle.

As illustrated in Fig. 2b, the blocks A Al A2 are each provided with a track device B and a controller C, of which the former is actuated by a wheel D of a locomotive or other motor D at the head of a train, and said track device in one block (say the block A2) controls the setting to danger of the controller C in the preceding block A' and also controls the resettingv of the track device B in this block, and thereby brings the controller C in the secon d preceding block A back into anormal inactive position. The controller C operates in conjunction with theI signals E E',

h which display safety or danger, according Vto Whether the block ahead is free or is occupied by a train, and said'controller when in a danger or active position serves to actuate a mechanism on the locomotive or motor D to shut olf the motive-agent supply and to apply the brakes, and thereby bring the train to a standstill in casethe engineer disregards the danger-signal at the entrance of a block. VVhen-the sections A A A2 are clear, then the signals display safety and the control- 1ers C are in an inactive position, as shown in Fig. l, Fig. la, and if a train now passes through the block A and upon the section A' in the direction of the arrow ct' then the Wheel D' of the locomotive actuates the' track device B in the section A', and thereby moves the controller in the block A into an active or danger position, as shown in Fig. 22. At the same time the signals E E' in the block A ydisplay danger and the track device in this block is reset. IVhen the train moves out of the block A' into the block A2, then the trackdevice B in said block A2 is actuated and causes the cont-roller O in the block A' to move into an active or danger position and at the same time causes the signals E E' in the block A to display dangen At the same time the track device B in the block A' is reset and causes the controller C in the block A to move back to a normal safety position and the signals to safety When the train is moving along inthe block A2, the first block A is clear,while thesecond block A' is set to danger, and a second train can now enter the first block A, and when the block A' is reached the danger-signals displayed signify to the engineer that this block should not be entered. Should the engineer disregard the dangersignals at the entrance of the block A', then the controller C, setto danger, in this block A' automatically actuates mechanism on the locomotive to shut olf the motive agent .and apply the brakes to bring the train to a standstill -without any actionv on the part of the engineer.

The detail mechanism is as follows: rlhe track device B is provided with a lever B', arranged adjacent to the outside of thetrackrail A3, the top of said lever being preferably made V-shaped, and the lever B' is pivoted at B2 in a casing B2, arranged in the track-bed at the outside ofthe rail A3.l The under side of the lever B' (see Figs. 4 and 5) is formed with a recess B4, engaging the peripheral surface of a friction-roller F, journaled in a leverF' hung on a link F2, pivoted in the casing B3, and on said lever F' is journaled a friction-rollerl1`3, traveling on the inclined 'under side F4 of a block F5, longitudinally adjustable by a screw-rod Fi in a projection F7. The lever F' is also pivotally connected with a link G, connected by a pivotpin G with a link G2, pivotally connected with the piston-rod G3 of a piston G4,` mounted t reciprocate in a longitudinally-extending cylinder G5, attached to the casing B2. A spring G6 is coiled on the piston-head G3 Within the cylinder G5 and rests with one end against the cylinder-head, the other end pressing on the piston G4, so as to hold the several parts described normally in the position illustrated in Fig. 4-that is, to hold the lever B' in an uppermost position-so that the tread of the train-wheel passing over the rail Asengages said lever B' and' in pressing thesame imparts a swinging motion y to the lever in a downward direction. (See Fig. 5.) When this takes place, the lever B imparts a swinging motion to the lever F', whereby a forward movement is given to the links G G2 and piston-rod G8 to the piston G4 to compress the spring Gin the cylinder G5. By having the lever F' hung on a link F2 and its frictionroller F3 rolling off on the inclined under side FJ of the block F5 it is evident that said link F' swings freely without undue friction to insure at all times a proper 'working of thel 9, and is fitted upon correspondingly shaped walls of the opening in the top of the casing, through which extends the free end of the lever B', said packing being held in position by plates B6,.bolted or otherwise secured to the top of the casing. 1 The pivot-pin G', above referred to, is en `gaged by a depending arm H', secured to a shaft H, extending transversely and journaled in suitable bearings H2, attached to the under side of the track-rails A3 A4, as i's plainly indicated 'in Figs. 3 and 12. On the shaft Hare secured wipers H3, adapted to engage depending arms l' on a cross-head I, mounted to slide longitudinally on guide-rods J, secured at their ends in bearings J', at-

tached to the ties A5 of the railroad-track, as is plainlyindicated in Figs. 3 and lO. Each of the wipers I-I3 is provided with a springarm H4 (see Figs. 14 and 15) for engaging the free end of a cap I2, pivoted at I2 on the top of the cross-head I, and said cap I2 is preferably made L-shaped to engage With its depending portion the rear of the cross-head, as shown in Fig. 14. The cap l2 is provided with depending lugs I4 I5, of which the lug I5 IGI) IIO

is integral with the -cap I2 and the lug I'L is pivoted at l( to the cap and is pressed on by vIo a spring l'Y for holding the lug 14 normally in a lowermost position, as shown in Fig. 15, but to allow the lug to swing upward and pass a lug I3 on the return stroke of the cross-head I, as hereinafter more fully explained. The lug I3 is secured to the track-bed and limits the forward movement of the cross-head I as long as the cap I3 is in a lowermost position; but whena swinging motion is given to the wipers H3 then their spring-arms H4 impart an upward swinging motion to the cap I3, so that the lug I4 is lifted out of engagement with the lug I3, and then the wipers H3 engage and press the depending arms I to move the cross-head I in a forward direction. The cross-head I is pressed in a forward direction by springs J3, coiled on the guide-rods J and resting with their rear ends on nuts J3, held adjustably on said guide-rods. The fixed lugs I5 of the caps I3 are adapted to be engaged by arms K, forming part of the controller C ahead of the ,track device in question, while the cross-head I is rigidly attached to a rod L, extending :rearwardly to the controller C and to the track device B of the preceding block. The rod L extends through the casing C of the controller C, as is plainly shown in Figs. 16 to 20, and on said rod L, within the casing C', is adjustably secured a block L' by set-screws L3, and this block L has its upward forward portion formed with a bevel L3, adapted to engage a corresponding bevel C3 on the under side of the lever C3,'fulcrumed at its rear end at C4 in the casing C. (See Figs. 16 and 17.) `The forward end of the lever C3 carries a rod C5, pressed on by a spring C3, so as to hold the le-v ver C3 normally in a lowermost position-that is, with its top flush with the top of the casing C', as indicated in Figs. 16, 19,and 20. (See also Fig. 1, Fig. 13, and Fig. 2.) The bottom of the block L is formed with a dovetailed portion L4, mounted to slide in a corresponding dovetailed groove U7 in the bottom of the casing C', (see Fig. 19,) said block normally extending in a recess C3 in the under side of the lever C3, as shown in Fig. 16. When the cross-head I is moved forward by the action of the wipers H3, as previously mentioned, then a forward movement is given to the rod L, so that thev block L imparts an upward swinging motion to the lever C3 against the tension of the spring C, as shown in Fig. 17, the controller then being in an active position to actuate the mechanism on the locomotive D to shut off the motive agent and appl ythe brakes, as hereinafter more fully described.

The under side of the block Lis pivotally connected with a lever E3, (see Fig. 18,) connected with the operating mechanism E3 of the signal E', so that when the rod L moves forward and the controller C is moved into an active position, as shown in Fig. 17, then the signal E is set to danger as indicated in Fig. 2a. The rod L is also connected with a bell-crank lever E4, forming part of the opv erating mechanism E5 of the signal E, (see Fig. 3,) so that when the rod L is moved forward as described the signal E is also set to danger position. (See Fig. 23.)

In order to prevent rain, snow, dust, and other impurities from passing into the casing C,said casingis provided with a suitable packing, similar to the one above described with reference to the lever B and the casing B3, so that further description of the same is not deemed necessary.

The rear end of the rod L carries a crosshead L5, mounted to slide on the guide-rods J in front of the corresponding cross-head I, as is plainly indicated in Figs. 3, 10, and 11. The cross-head L5 is pressed rearwardly by springs J4, coiled on the guide-rods J and abutting with their forward ends on nuts J5, adjustable on the threaded forward ends of said guide-rods J. The cross-head L5 is connected by a link K with an arm K2 on a shaft K3, carrying the arms K, previously mentioned, and adapted to engage the fixed depending lugs I5 of the cross-head I.`

The operation is as follows: When the track device B and the controller C are in a normal position, as indicated in Fig. 1, then the lever C3 of the controller is in a lowermost position when the lever B of the track device is in an uppermost or raised position and the crosshead I is in a rearmost position, the lug I4 abutting against the xed lug I3 and the lugs 15 standing a distance away from thek arms K .of the controller C ahead of the track device B. (See Fig. l.) Now when a train enters the block and the wheel D depresses the lever B', as previously mentioned and shown in Fig. 13, then a turning motion is given to the shaft H in the direction of the arrow c', as indicated in Fig. 4c, to cause the wiper-arms H4 to first swing the cap I2 upward, so as to disengage the lugs I4 from the lugs I3 and to then allow the wipers H3 to move the cross-head I forward and exert a pull in a forward direction on the rearwardly-extending rod of this cross-head and to bring the cross-head into the position shown in Fig. 13. This forward pulling of the cross-head I and rod L causes the block L on the rod L to impart an upward swinging motion to the lever C3 of the controller, so that this controller in the preceding block is set to danger position. As the track device B in this preceding block is in the position shown in Fig. 13, it is evident that the forward movement of the rod L, as described, causes its cross-head L5 to impart a swinging motionto the shaft K3 and arm K by the link K' and arms K3, so that said arms K push on the depending lugs I5, and thereby shift the cross-head I backward into a rearmost position, the lug I4 passing over the next lug I3 and then again engaging this lug and locking the cross-head in a rearmost normal position. When the wheel D leaves the lever B', said lever immediately returns to an upf permost normal position, owing to the action of the spring G6 on the piston-rod G3 and the arts connectinnf theV iston-rod with the lever D e P IOO IIC:

F', Which'engages the lever B. Thus a return swinging motion is given to the arm II of the shaft H, so that the latter is turned back to its normal position, thereby bringing the wipers H3 and the arms H4 back into an active position before the cross-head I is reset-that is, pushed backward by the action of the arms K, as above described-and which action takes place upon the train entering the block ahead and actuating the lever B thereof, as above explained.

From the foregoingit will be seen that when the wheel D imparts a downward swinging motion to the lever B in a block then the controller in the preceding block is moved to a danger position and the cross-head I of the track device in this preceding block is pushed rearward to cause the controller in the second preceding block to return to a normal position, as the block L then moves back into the normal position, (shown in Fig. 16,) and the lever C2 of this controller returns to a normal position by its own weight and the action of the spring G0. In order to insure a forward movement of the cross-head I in case the wipers H3 become defective, I provide the shaft H with an arm H5, connected by a link H5 with the under side of the cross-head I, as shown in Figs. 11 and 12.

In order to move the rod L rearward by hand in case repairs are to be made, I pro- Vide the rod L with a block N, adapted to he engaged by an arm'N' on a shaft N2, (see Figs. 3 and 11,) said shaft extending transversely and to the outside of the track-rail A4 to carry at its outer end a bevel gear-wheel Nain mesh with a bevel gear-wheel N4,v secured on the lower end of a vertical shaft N5, journaled in a stand N0 and adapted to be engaged at its upper end by a wrench or other tool for turning the shaft N5, and thereby the shaft N2, to engage the arm N' with the block N when the cross-head I is in a forward position, By the swinging motion of the arm N the block N is pushed rearward and with it the rod L to push the block L from under the lever C3 back into the notch C8 to allow the controllerlever C3 to move back to a normal position.

The mechanism on the locomotive for automatically shutting off the motive agent and applying the brakes is actuated at the time the locomotive passes over a controller having its lever C3 in an uppermost inclined position. For this purpose the following arrangement is made: On the forward end of the locomotive-frame D2 is secured a hangerframe D3,in which is journaled a transverselyextending shaft O, having a downwardlyand v rearwardly extending arm O, in which is j ournaled a friction-roller O2, adapted to travel on the inclined top of the controller-lever C3, as is plainly indicated in Fig. 24. A spring O3 holds the arm O normally in a lowermost position, as shown in Fig. 23, and this spring O3 is actuated by a segmental arm O4, mounted to slide in a cross-bar D4 of the hangerframe D5. When the friction-roller O2 travels over the lever C5, then a rearward and upward swinging motion is given to the arm O to turn the shaft O against the tension of the spring O2, and when the friction-roller O2 leaves the controller-lever C5 then the spring O3 returns the arm O and shaft() to the normal position. {Showni'n Fig.28.) On the shaft O is secured an upwardlyextending wi per O5, adapted to push the cross-head P forward, said cross-head being secured on two bolts P, mounted to slide longitudinally in suitable bearings arranged on the locomotive-frame. A spring P2 presses the cross-head P', so as to normally hold the latter and the bolts P in a rearmost position-that is, with the bolts in engagement with teeth P3, pivoted in the periphery of the crank-disks P4 P5, secured on a shaft P0, extending transversely and journaled in suitable bearings on thelocomotiveframe D2. most position by a spring P7, (see Fig. 27,) so that the bolts P lock the crank-disks P4 P5 and shaft P0 against rotation in the direction of. the arrow d. (See Figs. 23 and 27.) Each of the crank-disks P4 P5 is pivotally connected Aby a link P8 with the piston-rod P0 of a piston P40, mounted to reciprocate in a cylinder P44, secured to the locomotive-frame, as indicated in Figs. 23 and 24. A spring P42, coiled on the piston-rod P0, rests with one end against one of the cylinder-heads and presses with the other end the piston P40, so as to force the latter rearward when the bolts Pmove out of engagement with the teeth P3 upon the wiper O5, pushing the cross-head P forward at the time the friction-roller O2 travels on the top surface of the lever C2. (See Fig. 24.) The bolts P normally lock the crank-disks P4 P5 against rotation, as described,the s'prings P42 then being compressed, as indicated in Fig. 23; but as soon as the bolts P move out of engagement with the teeth Ps then the spring P42 forces the piston P40 rearward, and the piston-rod P0 and link P8 impart a rotary motion to the crank-disks in the direction of the arrow d to bring the disks to the position shown in Fig. 24. The crank-disk P4 is connected with a throttlelever Q, and theother crank-disk P5 is connected with the engineers brake-lever R, and the connecting mechanisms are arranged in such a manner that the throttle-lever Q is actuated to shut off the steam, and then the engineers lever R is actuated to apply the brakes.

The intermediate mechanism bet-Ween the disk P4 and the throttle-lever Q is arranged as follows: A wrist-pin P43 on the crank-disk P4 is connected by a pitman Q' with a piston Q2, mounted to slide in a vertically-disposed open-ended cylinder Q2, extending on the under side of the smoke-box of the boiler, as is plainly shown in Figs. 24 and 25. The piston Q2 has its piston-rod Q4 extending up- Each tooth P3 is held in an outer` IOO wardly through a tube Q5, reaching through 'extends into the cab of the locomotive and is provided with a loop Q8, through which extends the throttle-lever Q, as is plainly illustrated in Figs. 29, 30, and 32. On the loop QE1 is a lug Q0, adapted to engage a lever Q10, connected with a pawl Q11 on the throttle-lever Q and serving to lock the hand-lever in position on a segment Q12 in the usual manner. When the crank-disk P5 is released and is caused to turn in the direction of the arrow d', as previously mentioned, then the pitman Q first imparts a downward sliding motion to the piston Q2, so that the piston-rod Q1actuates the bell-crank lever Q6 to move the rod QT forward, so that the lug Q0 first unlocks the pawl Q11, and then the loop QS imparts a forward swinging motion `to the lever Q to close the throttle-valve, and thereby shut od the steam from the locomotive-engine.

The connection between the crank-disk P5 and the engineers lever is arranged as follows: On the crank-disk P5 is a wrist-pin P14, connected by a pitman R with a piston R2, mounted to slide vertically in a cylinder R3, depending from the smoke-box of the locomotive, and said piston R2 has its piston-rod `R4 extending upwardly through a pipe R5, reaching vertically through the smoke-box. The upper end of the piston-rod R1 is connected with a bell-crank lever R0, engaging a rearwardly-extending rod R7, (see Figs. 29,

30, 3l, and 33,) extending in the hollow handrail D6 of the locomotive. On the rear end of the rod R7 is arranged a loop R8, engaging an arm R0, secured on one end of a shaft R10, extending transversely at the rear end of the locomotive-boiler and journaled in suitable bearings attached thereto. The other end of the shaft R10 carries a fork R11, straddling the engineers lever R, so that when a turning motion is given tothe crank-disk P5, as above explained, then the pitman R imparts a downward motion to the piston R2, and the latter by the piston-rod R1, the bell-crank lever R0, and the rod R7 imparts a swinging motion to the arm R0, whereby the shaft R10 is turned and the fork R11 imparts a swinging motion to t-he engineers brake-lever R to turn the latter from the running position to a position for application of brakes, so that the brakes are applied. It is expressly understood that the crank-disks P4 P5 are simultaneously released when the friction-roller O2 travels over the controller-lever C3, so that the mechanisms above mentioned are simultaneously actuated. By reference to Figs. 23 and 24 it will be seen that the wrist-pins P13 and P14 are so arranged that during the first part of the turning motion of the crank-disks the wristpin P13 moves downward, and thus causes a forward swinging movement of the throttle- 'lever Q, while during the same period the other wrist-pin P11 movessupward, and hence the loop R8 moves rearward and does not turn the arm R0, and hence the brakes are not applied until after the steam is shutoff. Thus the action is successive-that is, the steam is shut olf, and then the brakes are applied to bring the train to a standstill in a comparatively short time. Thus the train is automatically brought to a standstill without any ac tion on the part of the engineer, so that collision with the train ahead is completely avoided.

By having the loops QSand RS the engineer is enabled to work the th rottle-leverQ andthe eugineers brake-lever R in the usual manner during the ordinary running of the train. When, however, the throttle-lever Q and the engineers brake-lever R are automatically actuated, as described, then it is necessary for the engineer to reset the entire device on the front of the locomotive to bring the rods R7 and Q7 back to their former position before the engineer can again actuate the levers Q and R. For the purpose described the shaft P0 is provided with gear-wheels S,in mesh with pinions S' on a transverse shaft S21, journaled in suitable bearings on the front end of the locomotive, the outer ends of the shaft being polygonal for the application of a wrench, crank-arm, or like tool to permit the engineer to turn the shaft S2, pinions S', and gearwheels S to rotate the shaft P0 in the reverse direction and bring the crank-disks back to their forward posit-ion, the released bolts P again engaging the teeth P3, as previously explained.

Having thus fully described my invention,

VI claim as new and desire to secure by Letters Patentl. A safety gear and signal system for railroads, comprising a track device controlled by a train-wheel, a controller in advance of the track device, for controlling 'the signals and for controlling mechanism on a locomotive, to automatically shut off the motive agent and to apply the brakes,said track device and controller being located on the track at the beginning of a block in the block system, the track device in the main block controlling the setting to danger of the controller in the preceding block, and also controlling the resetting of the track device in this block, to bring the controller in the second preceding block back to a norma-l inactive position, as set forth.

2. A safety gear and signal system for railroads, comprising a track device and a controller for controlling signals and for controlling mechanism on a locomotive, to automatically shut off the motive agent and to apply the brakes, said device having a lever adapted to be depressed by a train-wheel, a crosshead, a connection between the lever and the cross-head to move the latter forward on the downward movement of the lever, and a rod attached to the crosshead and extending IIO rearwardly, said rod carrying means for actuating said controller, to set the latter to danger position, as set forth.

3. A safety gear and signal system for railroads, comprising a track device and a controller for controlling signals and for controlling mechanism on a locomotive, to automatically shut off the motive agent and to apply the brakes, said device having a lever adapted to be depressed by a train-wheel, a crosshead, a connection between the lever and the cross-head to move the latter forward on the downward movement of the lever, a rod attached to the cross-head and extending rearwardly, said rod carrying means for actuating said controller, to set the latter to danger position, and a spring device for said connection, to move the latter and the lever back to a normal position after the cross-head is moved and the lever is relieved of pressure of the Wheel, as set forth.

4. A safety gear and signal system for railroads, comprising a track device and a controller for cont-rolling signals and for controlling mechanism 011 a locomotive, to automatically shut oft' the motive agent and to apply the brakes, said device having a lever adapted to be depressed by a train-wheel, a crosshead, a connection between the lever and the cross-head to move the latter forward on the downward movement of the lever, a rod attached to the cross-head and extending rearwardly, said rod carrying means for actuating said controller, to set the latter to danger position, and means connected with the rear end of said rod for moving the cross-head of the preceding track device into a normal position, as set forth.

5. A safety gear and signal system for railroads, comprising a track device and a controller for controlling signals and for controlling mechanism on a locomotive, to automatically shut votf the motive agent and to apply the brakes, said device having alever adapted to be depressed by a train-Wheel, a cross-head, a connection between the lever and the crosshead to move the latter forward on the downward movement of the lever, a rod attached to the cross-head and extending rearwardly, said rod carrying means for actuating said Y controller, to set the latter to danger position,

and signals connected with and set by said rod, as set forth.

6. A safety gear and signal system for railroads, having a track device, comprising a lever adapted to be engaged by a train-Wheel, a link-lever engaging with one end the said Wheel-lever and traveling freely at its outer end on afixed incline, aspring-pressed piston, and a link connection between said lever and the pistou-rod of said piston, as set forth.

7. A safety gear and signal system for railroads, having a track device provided with a track-lever adapted to be engaged by a trainwheel, a second lever hung on links and having a friction-roller engaged by the under side I of said track-lever, an adjustable block having an incline engaged by another frictionroller on said link-lever, a cylinder, a springpressed piston therein, and a connection between the piston and said link, as set forth.

8. A safety gear and signal system for railroads, having a track device provided with a casing having an opening in the top, a lever fulcrumed within the casing and having a portion extending through said opening, and a packing in the walls of said opening for engaging the portion of said lever extending in the opening, as set forth.

9. A safety gear and signal system,provided with a track device havinga track-lever adapted to be engaged bya train-wheel, ashaft connected with and adapted to be turned by said lever, wipers on said shaft, and a cross-head mounted to slide longitudinally and having a rod extending rearwardly from the cross-head to actuate a controller and the signals, as set forth.

10. A safety gearand signal system forrailroads, having a controllerand a track device, the latter comprising a lever adapted to be engaged by a train-wheel, a shaft adapted to be turned by said lever, wipers on said shaft, a cross-head mounted to slide, a rod extending rearwardly from said cross-head for actuating said controller, and a locking device for said cross-head and controlled by arms on said wipers, as set forth. A

11. A safety gear and signal system for railroads, having a controller and a track device, the latter comprising a lever adapted to be engaged by a train-wheel, a shaft adapted to be turned by said lever, Wipers on said shaft, a cross-head mounted to slide, a rod extending rearwardly from said cross-head for actuating'said controller, a locking device for said cross-head and controlled by arms on said wipers, said locking device having a pivoted cap, and depending lugs, one of which is adapted to engage a fixed lug in the track, as set forth.

12. A safety gear and signal system for railroads, having a controller and a track device, the latter com prisin ga lever adapted to be engaged by a train-Wheel, a shaft adapted to be turned by said lever, wipers on said shaft, a cross-head mounted to slide, a rod extending rearwardly from saidcross-head for actuating said controller, a locking device for said cross-head and controlled by arms on said Wipers, said locking device having a pivoted cap, and depending lugs, one of which is adapted to engage a fixed lug in the track, and the other adapted to be engaged by mechanism controlled by the cross-head rod of the block ahead, as set forth.

13. A safety gear and signal system for railroads, having a controller and a track device in each block, lthe track device comprising a cross-head mounted to slide longitudinally, a rod connecting the cross-head with the controller in the preceding block, means for moveser/4s ing the cross-head in a forward direction by the action of a train-wheel, and mechanism for moving the cross-head in a rearward or return direction, the mechanism being controlled by the rod of the cross-head in the track device located in the block ahead, as set forth.

14. A safety gear and signal system for railroads, having a controller and a track device in each block,the track device comprising a cross-head mounted to slide longitudinally, a rod connecting the cross-head with the controller in the preceding block, means for moving the cross-head in a forward direction by the action of a train-Wheel, mechanism for moving the cross-head in a rearward or return direction, the mechanism being controlled by the rod of the cross-head in the track device located in the block ahead, said mechanism comprising a cross-head mounted to slide longitudinally, arms for engaging the rst-named cross-head, and a connection between said arms and the second-named crosshead, as set forth.

15. A safety gear and signal system for railrpads, having a track device provided with a spring-pressed cross-head mounted to slide, a cap pivoted thereon and having depending lugs, a :fixed lug adapted to be engaged by one of said cap-lugs, and a wiper mounted to swing and having arms for moving said cap, to bring its lug out of engagement with said fixed lug prior to the Wiper engaging the cross-head and pushing the same forward, as set forth.

1G. A safety gear and signal system for railroads, having a track device provided with a rod extending along the track for operating a controller and signals, a block on said rod, a transverse shaft carrying an arm for engaging said block, and mechanism under the control of the operator for turning said shaft by hand, to move said rod in a rearward direction, as set forth.

17. A safety gear and signal system for railroads, having a controller comprising a rod mounted to slide and provided with a block, and a lever adapted to be engaged by said block to move the latter into an inclined active position, as set forth.

18. A safety gear and signal system for railroads, having a controller comprising a casing, a lever fulcrumed in said casing and extending through an opening in the top thereof, the lever being formed at its under side with an incline, a rod mounted to slide longitudinally, and a block secured on said rod and having an incline adapted to engage the incline on the under side of said lever, as set forth.

19. A safety gear and signal system for railroads, having a controller comprising a casing, a lever fulcrumed in said casing and extending through an opening in the top thereof, the lever being formed at its under side with an incline, a rod mounted to slide longitudinally, a block secured on said rod and having an incline adapted to engage the incline on the under side of said lever, and a spring pressing said lever, to hold the latter normally in alowermost position, as set forth.

20. A safety gear and signal system for railroads, having a controller comprising a casing, a lever fulcrumed in said casing and extending through an opening in the top thereof, the lever being formed at its under side with an incline, a rod mounted to slide longitudinally, a block secured on said rod and having an incline adapted to engage the incline on the under side of said lever, and guideways held on said casing and engaging said block, to guide the latter on its longitudinal movement, as set forth.

2l. A safety gear and signal for railroads, having a controller and a track device, each provided with a cross-head mounted to slide longitudinally and pressed on by springs, and a mechanism connected with the controller cross-head, for moving the track-device cross-head in a longitudinal direction, as set forth.

22. A safety gear and signal system for railroads, having a controller and a track device, each provided with a cross-head mounted to slide longitudinally, and a mechanism connected with and actuated by the controller cross-head and adapted to push the trackdevice cross-head in a rearward direction at the time the controller cross-head moves forward, as set forth.

23. In a safety gear and signal system for railroads, the combination with a signal, of a controller comprising a pivoted lever and a sliding rod provided with means for engaging the lever to swing it into an inclined position, and means for operating the signal from said rod, as set forth.

24. In a safety gear and signal system for railroads, the combination with a signal, and its operating mechanism, of a controller comprising a pivoted lever, and a sliding rod provided With a block for engaging the lever to swing it into an inclined position, and a lever connecting the block with the signal-operating mechanism, as set forth.

25. In a safety gear and signal system for railroads, the combination with a track-lever adapted to be engaged by a train-wheel, of a pivoted controller-lever, a sliding rod provided With a block adapted to engage the said controller-lever to swing it on its pivot, and means for operating the sliding rod from the track-lever, as set forth.

26. In a safety gear and signal system for railroads, the combination with a track-lever adapted to be engaged by a train-wheel, of

` a pivoted controller-lever, means for 4operating the controller from the track-lever, anda signal operated from the controller-lever operating means, as set forth.

27. In a safety gear and signal system for railroads, the combination with a track-lever IOOA IIO

name to this specification in the presence of two subscribing,r witnesses.

WILLIAM WARNER MURCII.

a. pivoted controller-lever, a sliding rod proded with a block for engaging the controllerlever to swing it into au inclined position, a

, adapted to he engaged by a train-wheel, ofl In testimony whereof I have signed my signal, and a connection between the signal- Tibnessesz operating means and the said block, as set i THEO. G. I'IOSTER, forth. i I EVERARD BOLTON MARSHALL. 

